gaines



llnirnn STATES CHARLES A. GAINES, OF NEWV YORK,

PATENT Orrrcn.

N. Y., ASSIGNOR OF ONE-FOURTH TO GEORGE HERMAN GILLETTE, OF SAME PLACE.

SPECIFICATION forming part of Letters Iatent No. 552,755, dated January '7, 1896. Application filed May 1, 1894. Renewed November 19, 1895. Serial No. 569,474. (No model.)

T at whont it may concern.-

Be it known that 1, CHARLES A. GAINES, a citizen of the United States, residing in the city, county, and State of New York, have invented certain new and useful Improvements in Conduits for Electric Railways, of which the following is a specification.

This invention relates to electric street-railways of the class wherein the naked conductor I0 is carried within a conduit formed under the pavement and reached through a slot, after the manner of cable -railways, being commonly called an undergroun dtrolley railway.

It also relates to electric railways wherein the naked conductor, which is traversed by the trolley is divided into sections normally out of circuit and each section connected electrically with the conducting main or cable in advance of the car and open-circuited again after the car has passed it.

My invention provides improved constructions for accomplishing the ends stated, as will be fully hereinafter set forth.

Figure 1 of the accompanying drawings is a longitudinal section through a conduit equipped according to my invention. Fig. 2 is a similar section, on a larger scale, showing trolleys and other equipments carried by 0 the car in operative engagement with the conduit equipment. Fig. 3 is a vertical transverse section through the traek, the conduit, and the apparatus carried by the car, on a larger scale than Fig. 2. Fig. 4 is a horizon- 3 5 tal section on a still larger scale through the plate which travels in the slot, showing the trolley-levers in plan. Fig. 5 is a longitudinal mid-section showing a detail. Fig. 6 is a longitudinal mid-section showing a suitable construction of electric switch.

Referring to the drawings, let A designate the conduit; a, the slot thereof B B, the transverse frames at intervals for supporting the track-rails and slot-plates, and O the conduct- 4 5 ing main or cable for conducting an electric current to the sections of trolley-conductor or conducting-rails, which are lettered D D. These rails D D are preferably constructed of inverted T-iron or any other suitable shape and material having sufficient strength and suitably supported to resist the pressure of the trolley-wheels.

The conducting-rails D D are supported at suitable intervals by insulated or insulating brackets 19 1), connecting to the frames B B.

The sections of conducting-rails D D may be made of any suitable or convenient length say, for example, fifty feet-and the successive sections are insulated from one another at their ends either by a sufficient air-space or by the insertion of an insulating-block be tween them. Each section is connected with the conducting-main 0 through the medium of branch conductors or wires 0 and d and a switch or circuit closer E, operated in the manner hereinafter described.

' Each motor-car carries one, or preferably two, trolley-wheels F F, which ride along the conducting-rails D D, being preferably grooved to prevent their running off the rails, and being pressed against the rails by springpressure or otherwise to maintain them in firm contact therewith. In the preferred construction shown the trolley-wheels are carried by levers G G, which are pivoted to the running plate H, which is suspended from the car and travels in the slot. The levers G G are arranged wholly beneath the slot and in the conduit, and to impart the requisite pressure to the trolley-wheels a spring I is provided, preferably connected between the levers in the manner shown, so as to tend. to draw them both downward, the spring-tension against each lever reacting in the tension it exerts against theother. Suitable electrical connection is made between the trolley-wheels F F and the motor or motors M carried by the car, and this connection may be made in the manner shown in Fig. 2, by the trolley-wheels being metallically connected to the levers G G, 0 and the pivots of these in turn connected to conductors e 6 extending up through the plate H and connecting it with a co11ducting-wire f leading to the respective motors, the opposite terminals of the motors being connected as usual to the frame and axles, so that the return current passes by the wheels to the rails and track structure. This electrical connection through the plate H is preferably made in the manner shown at the right in Fig. 4, I00

by carrying an insulated comlucting-plate 0 between the two outer layers of the plate II, which is made of three steel plates riveted together. This insulated plate 6 passes outside of the plate H through a hole 6 in one of its outer layers, and its end is connected with a pivotal bolt g of the lever G, thereby electrically connecting it with this lever, as shown at the left in Fig. i.

I will now describe the means for operating the switches E in order to connect each of the conducting-rail sections D with the main c011- ductor C in advance of the car, and to opencircuit it again after the car has passed. A simple form of switch is shown diagramatically at the middle in Fig. 1, consisting of a fixed terminal member or contact-plate hand a movable member or contact-plate 21, one of these members being connected by the wire (Z to the conductor D and the other by the wire 0 to the conductor O. The movable member t' is connected to a lever j suitably pivoted, and the opposite arm of which is connected to a sliding rod extending longitudinally through the conduit and approximately nearly from end to end of the rail-section D. The opposite ends of the rod Zt' are connected or joined to two opposite]y-arranged elbowlevers Z and Z, one of which has its horizontal arm turned forward and the other turned back. Connected to this horizontal arm of the lever Z is a vertically-sliding plunger m, while a similar plunger m is likewise connected to the horizontal arm of the other lever Z. The plungers 'm and m are suitably guided so as to be capable of sliding vertically, and for avoiding friction each carries upon its upper end a wheel or roller 91, Fig. 2. Each conducting-rail section D has such a longitudinal rod 70 connected with lever-arms Z and Z and plungers mm, as just described.

For cheapness and convenience the elbowlever Z belonging to one section of rod 70, and lever Z belonging to the next section, are pivoted together upon the same fulcrum-pin 0, as shown, so that the two elbow-levers thus pivoted together cross each other. Each time any rod Zt' is moved toward the right in Figs. 1 or 2 it operates the circuit-closer E to close the circuit and thereby convert the rail D into a live conductor, and each time the rod is moved to the left it has the contrary effect, and the conductor becomes dead or open-circuited. To so operate the rods a shoe J is carried by the car, being mounted on a plate J fastened to the running plate H and extended downwardly therefrom, as shown in Fig. 3. This shoe J engages with the rollers 41 n on the plungers, so that in sliding over the rollers it presses down the plungers and thereby rocks the elbow-levers and imparts longitudinal movements to the rods connected to these levers.

The operation may now be traced, the car being assumed to move from right to left in Fig. 2, as indicated by the arrow. As the car reaches the junction or insulation between the rail-sections D D, and after its advancing trolley-wheel F passes over this junction onto the new section, the shoe J encounters the first roller a on the first plunger m and depresses it, thereby rocking the elbow-lever Z and pulling on the rod k, so as to slide or move it toward the right. This movement closes the switch E and turns the current into the new rail-section D, which up to this instant has been dead. The parts are shown at this instant in Fig. 2, the motors on the car being fed through both rail-sections and both trolley-wheels for a moment. Immediately thereafter the shoe encounters the roller 11. on the second plunger m and thereby rocks the lever Z and moves the rod Zr, extendiu g thence rearwardly by pulling or sliding it forward sufficiently to operate the switch E to opencircuit the conducting-rail section D to the rear, so that from this instant the motors on the car are fed with current solely from the conducting-rail section D, upon which the advancing trolley-wheel has entered. lVhen the car has advanced to the end of this section D the same operation will be repeated that is, the sectionin advance of it will first have its switch operated to turn the current into it-and instantly thereafter the section over which the car has been running will be open-circuited and rendered dead. The car in its advance thus causes the current to be turned into each conducting-rail section in advance of it, and to be turned oif from each section in the rear, so that all the sections behind each car are open-circuited until they are reached by the next following car. Consequently the leakage from the bare conductor, (replacing the usual overhead-trolley wire, (which is traversed by the trolleywheels, is reduced to a minimum.

To provide for the contingency that two cars might follow each other at just such an interval that the shoes J of the respective cars would simultaneously depress the plungers m and m connected to the same rod k, which wouldhave a tendency to stretch or elongate this rod, I provide the rod with an elastic expansion joint q, Figs. 1 and 2, this joint being shown in detail in Fi 5. The rod is divided into two sections, which. in Fig. 5 are lettered 7t and respectively. To section 75 is cast or otherwise attached a cylindrical cup 0*, while to the end of section Wis screwed or attached a disk, head or piston s capable of sliding freely in the cup 1'. A spiral spring 25 is placed in the cup against the head 3, and is compressed to any desired tension by screwing a cap 0* onto the threaded exterior of the cup 4' to greater or less distance, the cap having a free sliding connection where the rod k passes through it, and being locked in place on the cup by a set-nut or threaded ring 0*, or by any other locking device, if desired. Normally the tension of the spring is sufiicient to keep the head 5 pressed firmly to the bottom of the cup, so that the rod Z; as a whole is contracted to its shortest length; but in the contingency that a stretching action is exerted on the rod by the shoes of two cars simultaneously acting 011 the elbow-levers connected to this rod the two sections 7c 75 are drawn apart against the tension of the spring 2, which is compressed within the cup by the head 5 sliding partly out of the cup toward the cap r. Upon the cessation of the unusual pressure the springzf draws the sections of rod back to their normal positions.

In order that the driver or motorm an of the car may at will lift the trolley-wheels F F off from the conducting-rail D, I provide the levers G G with arms or tails extended beyond their fulcrums, and turned into ahole or opening 12 formed in the plate H to be engaged by a plunger or sliding plate K mounted to slide vertically within the plate H, and I provide any suitable sort of mechanical connection be tween this plate K and a treadle L or other operating device located on the car-platform, so that by depressing the treadle L or its equivalent the plunger K is pushed down and the tails of the two levers are depressed,thereby lifting the wheels F F. In the construction shown the plunger K is constructed as a sliding plate moving between the two outer layers of the plate II, as shown in Fig. i. The connection between this plunger and the treadle L, which is shown, consists of a pin 19 fixed transversely in the plunger K and projecting through a vertical slot in the outer layer of the plate II, with which pin engages an elbowlever N connected by a rod 3 to an elbow-1ever' N, which in turn is connected to the treadle L, this mechanism being duplicated in the case of a car traveling in both directions. The running plate H is provided with inclined portions II on opposite sides at the level of the slot a, adapted to lift out of the slot any pieces of iron, stones or other obstruc tions that may have become wedged therein.

The rods it it may be variously mounted, either by supporting them at intervals on sheaves u u, as shown in Fig. 2, and affording them free sliding connections with the lever ends, as shown, so that the rods have a direct parallel or sliding motion, or by pivoting the rods to the lever ends, so that by the swinging movement of the levers the rods are drawn slightly out of a direct line of movement, either means being adaptable to produce the desired result.

Fig. 6 shows a suitable construction of switch E, the plate 7t (shown in Fig. 1) being formed as a metal cup h, and the movable contact member tin Fig. 1 being constructed as a plurality of outwardly-pressing springfingers 1, carried by a metal rod 7?, passing out through the end of the stationary inclosin g-case o of the switch, and connected thereto in a water-excluding manner by means of a flexible india-rubber cap or diaphragm c. To insure the breaking of the circuit an insulating lining or bushing w is inserted Within the case beyond the metal cup h.

It must not be understood from the particularity of detail with which I have described the identical and preferred embodiment of my invention, which is shown in the accompan ying drawings, that my invention is essentially limited to the precise details of construction shown, since in fact the essential principles of my invention may be availed of in constructions apparently widely different from that shown, provided such constructions are adapted to operate in an essentially similar manner.

I claim as my invention the following-defined novel features, substantially as hereinbefore specified, namely:

1. In an electric railway, the combination. of an insulated conducting main, a naked conducting rail divided into sections, a conductor and switch for connecting each railsection to the main, and a switch-operating device consisting of a longitudinally-movable rod 70 extending along the section and connected to the switch, elbow-levers Z l relatively reversed and connected to opposite ends of said rod, plungers m m arranged to act upon the respective elbow-levers, and a cam-shoe J carried by the car for operating upon said plungers, whereby as the car enters upon a section the cam-shoe acts upon one plunger and moves the rod in one direction to close said switch, and upon leaving the section it acts upon the other plunger to restore the rod and open the switch.

2. In an electric railway, the combination of an insulated conducting main, a naked conducting rail divided into sections, a conductor and switch for connecting each rail section to the main, a mechanical switch-operating device for each section consisting of a movable rod extending longitudinally along the section and connected to the switch, a cam-shoe carried by the car for operating said rod, oppositely acting movable parts at opposite ends of the section for converting the thrusts of said shoe into opposite movements of said rod for closing or opening the switch, and said rod divided into two sections, with an interposed spring connection adapted to yield in case of the simultaneous action upon said rod of cam shoes carried by two successive cars.

3. In an electric railway of the character specified, the combination of a longitudinally movable rod 70, a cam shoe carried by the car for operating said rod, movable parts at opposite ends of said rod for receiving the thrusts of said shoe and communicating them to said rod, the one part acting oppositely to the other, and said rod divided into two sections, with an interposed'spring expansion joint q adapted to yield in case said rod is simultaneously acted upon by the shoes of two successive cars.

4. In an electric railway oi the character specified, the combination of a longitudinally movable rod 70, means for alternately pulling it in opposite directions, the said rod divided into two sections, and a spring expansion joint 8 to its seat therein and thereby pressing said sections elastically together.

5. In a conduit electric railway, the combination with an open-slot conduit and conducting rail therein, of a running plate carried by the car and traveling in the slot conduit, a trolley wheel running in the conduit on said rail, a lever pivoted to the running plate and carrying said trolley wheel, and a sliding plunger movable in said running plate and engaging said lever, whereby by moving said plunger the trolley wheel may be lifted from the rail.

6. In a conduit electric railway, the combination of a conducting rail D in a conduit, a running plate II carried by the car and constructed of outer and inner layers or plates, a trolley lever G carried by said running plate, a trolley wheel F carried by said lever and running on said rail, and a sliding plunger K .inovable in the space between the outer layers of said running plate and connecting at its lower end with said trolley lever, whereby to communicate motion to the latter to lift the trolley Wheel off from said rail.

7. In a conduit electric railway, the combination of a conducting rail D in the conduit and a running plate H carried by the car, two trolley levers G G pivoted to said plate within the conduit and projecting forward and rearwardly thereof, trolley wheels F F carried by said levers and rolling on said rail, said levers formed with tails approaching each other and communicating with an opening 19 in the running plate, and a plunger K movable in said running plate with its lower end engaging the tails of said levers, whereby by depressing said plunger the levers may be simultaneously vibrated to lift the trolley wheels from said rail.

In witness whereof I have hereunto signed my name in the presence of two subscribing witnesses.

CHARLES A. GAINES.

\Vitnesses:

GEORGE II. FRASER, CHARLES K. FRASER. 

